Distribution valve for steam engines and the like



C. W. DAKE DISTRIBUTION VALVE FOR STEAM ENGINES AND THE LIKE Filed June 16, 1926 3 Sheets-Sheet 1 7 w a N n 1 b K1 1 w;

INVENTOR ATTORNEY-5 f Ju e 26, 1928. 1,675,304

c; w. DAKE DISTRIBUTION V MAVE'TOR STEAK ENGINES AND THE LIKE rum June 16. 1925 a Sheets-Sheet, 2

INVENTOR' ju fan s,

June 26, 1928. 1,675,304

c. w. DAKE DISTRIBUTION YALVE, FOR STEAM ENGINES AND THE LIKE Filad June 16, 1926 a Sheets-Sheet 3 INVENTOR ATTORNEYS Patented June 26, 1928.

UNITED STATES" PATENT OFFICE.

CHARLIE W. BAKE, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE PYLE-NATIONAL COM Pm, OF CHICAGO, ILLINOIS, A CORPORATION 01 NEW JERSEY.

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Application filed June 16, 1926. Serial No. 118,886.

Y My invention relates to improvements in distribution valves for steam engines and the like and has particular reference to what is called a duplex valve, that is, a valve wherein the time at which the major part of the working supply of steam is fed into the cylinder, is dififerent from the time when a certain smaller part of the working supply is fed and wherein a moving valve element in cooperation with the valve port accomplishes this double time control.

I provide in connection with the moving valve element an auxiliary port or passage through such element extending behind the cut 011' face of the valve. This small port or passage closes after the partial; closure of the port and allows steam to enter the cylinder after the main valve part has partially closed the port. This gives in general the same eflect as a change in the valve control, and makes it possible to start heavier loads and to carry heavier loads at low speeds than is otherwise the case and -becomes altogether inoperative when the speeds are high because the little auxiliary port or passage is so small that at. high speeds it exertsa negligible and indistinguishable effect. This makes it possible to get the-most satisfactory engine operating conditions without the necessity of long valve travel or complicated valve gearing. The advantage of eliminating complicated valve gearing is obvious, the advantage of eliminatin valve travel is that lubrication difiic high valve piston speeds required to permit lon valve travel are used.

y invention is illustrated'more or less diagrammatically in the accompanying drawings, where1n- Figure 1 is a longitudinal section through a steam engine piston valve embodying my invention; v

Figure 2is a section along the line 2-2 of Figure 1; v

Figure 3 is an end view of the piston valve; p Figure 4 is a side elevation in art section of the pistonvalve showing t e valve seat in section with one end of the valve in the fully closed position;

Figure 5 is a similar view showing the same end of the valve in a slightly diflerent position.

10 ties iecome very serious when the- Like parts are indicated by like characters throughout the specification and drawings.

A is a valve stem flanged at A and havlng enlarged bearing surfaces A adjacent the flange A and A adjacent the end of the stem; Ais a lock pin projecting from the bearing surface A The rod A is reduced at A at the bearing surface A and there threaded,

The two piston heads, there being one at each end adapted to fit upon the bearing members A A comprise hubs B, spokes B end of the valve, travel alonguand engage the valve cylinder, sleeve or bus ngs B. They are engaged along their sides removed from the flange wheel by conical fillermembers B which in turn are separated by the cylindrical valve body B. The nut B when screwed up on the threaded end of the stem compresses the separate elements above referred to comprisng the valve, against the flange A and the ressure of the nut holds all the parts toget er.

The sleeves B are ported at G, these ports being adapted to be controlled by the working valve elements which are so disposed that the rings 0 form the main cut off edge of the valve. The outer peripheries of the members B contain other packing rings C G all of which are in frictional contact with the sleeves B and-prevent steam leakage. C is a port extending through the members '13 and members B and discharging through the face of the member B between the ring C and one of the rings C so that steam may ass from the space surrounding the c lin er body B into the port and thence to t eengine cylinder, even when the major portion of the ports are closed by the working part of the piston. The end'of the port or channel (1 forms the auxiliar cut off edge and until this auxiliary cut 0 edge passes the edge of the port in the bushing steam in reduced quantity continues to be fed to the engine cylinder though in gradually reduced quantity as the piston valve continues its travel towards the final cut ofi. The steam, of course, enters the valve cylintie! in the direction shown-by the arrow X and the exhaust leaves it in the direction of the arrow Y in Figure 4. The parts are shown with the steam leadin to the right hand end of the engine cylinder completely cut off and the passage C is closed. The ports leading to the left hand end of the engine cylinder are sli htly open for the commencement of the ex aust. In Figure 5, the exhaust is wider open, the port C is not yet open but a small amount of steam is allowed to pass in through the passage C. This gives an early opening for the steam. Further movement of the valve toward the ri ht would result in wider opening of the ex must at the left end and full opening of the steam passage at the right hand end. As the valve returns back toward the position shown in Figure 5, the steam will'be cut off but a small amount of steam will still pass in toward the end of the stroke so that a small additional quantity of steam is allowed to enter at the two ends of the stroke when it is especially needed at low speeds. Obviously if the speeds are reat, the time during which any steam wil pass through "the-auxiliary passage is so slightthat the amount of steam which can pass in will be 'so slight in proportion to the amount of steam normally passing that the effect of this auxiliary passage will be greatl minimized and to all practical purposes eliminated, but

at low speeds when valve movement is 'relatively slow the effect of this retarded final closing of the steam sup 1y will be to give a longer time durin which steam is fed to the workin end of t e cylinder, thus enabling the engine to carry heavier loads at lower speeds.

I claim:

1. A distribution valve for steam engines comprising a piston having enlarged ends, packing rm 5 carried by the enlar ed ends, a ported va ve bushing in which t e piston reci rocates, the enla ed ends of the piston having main cut off edges adapted'to traverse the ports, a longitudinal channel in the outer periphery of each enlarged end extending inwar ly along the wor ing surface thereof from the cut off edge, a packing rin in each enlarged end bridging the longitu inal channel.

2. A distribution valve for steam engines comprising a piston having enlarged ends, packing rings carried by the enlarged ends, a ported valve bushing in which the iston reciprocates, the enlar ed ends of t e piston having main cut 01! ed es adapted to traverse the ports, a longitu inal channel in the outer periphery of each enlar ed end extendin inwar ly alon the wor in surface thereo from the out o edge, a pac ing ring in each enlar ed end forming the main cut off edge an bridging the longitudinal channe a Si ed at Chicago, county of 4 Cook, and tate of Illinois, this 10th day of June,

CHARLES w. DAKE. 

